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ANSWER KEY

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FLIGHT INSTRUMENT ESSENTIALS

COURSE EXERCISES: ANSWER KEY

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www.PilotEffect.com ANSWER KEY Table of Contents– PAGE 3

TABLE OF CONTENTS

Section 1: Preliminaries

1-A: Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

1-B: Flight Instruments

Definitions and Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Section 2: The Pitot-Static System and Instruments

2-A: The Pitot-Static System

Definitions and Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

2-B: The Altimeter (ALT)


Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

2-C: The Vertical Speed Indicator (VSI)


Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

2-D: The Airspeed Indicator (ASI)


Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Section 3: Gyroscopes and Gyroscopic Instruments

3-A: Gyroscopes


Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

3-B: The Attitude Indicator (AI)


Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

3-C: The Directional Gyro (DG)


Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

www.PilotEffect.com ANSWER KEY Table of Contents– PAGE 4

3-D: The Turn and Slip Indicator (TS)


Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

3-E: The Turn Coordinator (TC)


Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Section 4: Other Flight Instruments

4-A: The Inclinometer


Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4-B: The Magnetic Compass


Short Answer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Multiple Choice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

www.PilotEffect.com ANSWER KEY SECTION 1: PRELIMINARIES – PAGE 5

SECTION 1

PRELIMINARIES

Section 1-A: Terminology Page 6

Section 1-B: Flight Instruments Page 9

www.PilotEffect.com ANSWER KEY SECTION 1-A: Terminology – PAGE 6

SECTION 1-A: TERMINOLOGY

Define and/or explain each of the following in your own words:

AileronThe control surfaces on the trailing edge of the outboard wing. Ailerons pivot opposite to one another and

are used to control roll.

AirspeedSpeed measured relative to the air. There are several different types of airspeed. The two we’re interested

in are indicated airspeed—which is the speed read off the airspeed indicator dial—and true

airspeed—which is the actual speed of the aircraft through the air.

AltitudeHeight, normally measured from sea level (ASL) or ground level (AGL).

AmmeterAn instrument used in electrical systems to measure and display the amount of amperage.

AttitudeOrientation of an aircraft measured with respect to the horizon.

BankThe angle between the lateral axis and the horizon as seen from the front or rear.

Clean ConfigurationFlaps, gear, and other secondary controls retracted.

CoordinationA reference to the slip condition. Coordinated flight implies zero-sideslip and a rate of turn that

corresponds to the bank angle and airspeed. Uncoordinated flight implies a non-zero slip angle and a rate

of turn that does not correspond to the bank angle and airspeed.

Dynamic PressureThe pressure of the air resulting from it’s bulk motion. Dynamic pressure manifests when the air is

brought to rest and the motion is converted to pressure.


EFIS

Electronic Flight Information System. Sometimes referred to informally as a “Glass Cockpit”.

Lateral AxisThe axis that runs from wingtip to wingtip.

Longitudinal AxisThe axis that runs from nose to tail.

Manifold PressureThe pressure of the air or fuel/air mixture passing through the intake manifold of the engine.

Pitch (attitude)The angle between the longitudinal axis and the horizon as seen from the side, often referred to as being

“nose high”, “nose low”, or “in cruise”.

Pitch (movement)Rotation around the lateral axis, used to transition between different pitch attitudes.

PressureA force distributed over an area, usually used in the context of the pressure of a gas or liquid.

RollRotation around the longitudinal axis, used to transition between different bank attitudes.

RudderThe control surface on the vertical stabilizer, used to control yaw.

SideslipAKA ‘SLIP’. A condition of flight in which the relative airflow is crossing the aircraft—it’s at an angle

to the longitudinal axis as seen from above.


SkidA slip to the outside of a turn, meaning that the turn rate is higher than it should be for the current angle

of bank and airspeed combination.

StallA condition of flight where the critical angle of attack has been exceeded, resulting in separated airflow

over the top of the wing and a catastrophic loss of lift.

Static PressureThe pressure of the air resulting from random motion of the molecules. Static pressure in the atmosphere

is a result of the weight of the air above the point of measurement. Static pressure of the atmosphere

decreases as altitude is increased.

Vertical AxisThe axis that runs from top to bottom.

VFR

Visual Flight Rules. Flight operations with visual reference to the surface.

VoltmeterAn instrument used in electrical systems to measure and display the amount of voltage difference between

two points in a circuit—often the terminal points of the battery.

YawRotation around the vertical axis.

www.PilotEffect.com ANSWER KEY SECTION 1-B: Flight Instruments – PAGE 9

SECTION 1-B: FLIGHT INSTRUMENTS

DEFINITIONS AND DESCRIPTIONS

Define / Describe the following:

TACHOMETER:

An instrument used to display the RPM, normally of the propeller.

ENGINE INSTRUMENT:

Instruments that help us remain informed regarding the engine status, including both power output and

serviceability.

FLIGHT INSTRUMENT:

Instruments used to monitor the flight state of the aircraft.

STANDARD LAYOUT:

Often referred to as the “Six Pack”. It's made up of 2 rows of 3 instruments. Top and center in the 6-Pack

is the Attitude Indicator, with the other flight instrument arranged around it.

SHORT ANSWER

SA 1: The GPS unit is a ( NAVIGATION ) instrument.

SA 2: VSI stands for ( VERTICAL SPEED INDICATOR ) .

SA 3: ASI stands for ( AIRSPEED INDICATOR ) .

SA4: The ASI is important even for VFR operations because it provides information that

( CANNOT BE RELIABLY OBTAINED BY VISUAL REFERENCE ) .

SA5: The four categories of aircraft instrumentation are: ( NAVIGATION ) , ( SYSTEM ) ,

( ENGINE ) , and ( FLIGHT ) .

SA6: The Attitude Indicator (AI) is a ( FLIGHT ) instrument.

SA7: The standard flight instrument layout is often called the ( “6-PACK” ) .

SA8: 3 examples of flight instruments are: ( AIRSPEED INDICATOR ) , ( ATTITUDE INDICATOR ) ,

( ALTIMETER ) , ( TURN & SLIP INDICATOR ) , ( TURN COORDINATOR ) , ( DIRECTIONAL

GYRO ) , ( VERTICAL SPEED INDICATOR ) , ( MAGNETIC COMPASS ) .

www.PilotEffect.com ANSWER KEY SECTION 1-B: Flight Instruments – PAGE 10

MULTIPLE CHOICE

MC 1: In most countries, the flight instruments required for Day VFR flight are the:

1) Airspeed Indicator 2) Altimeter 3) Attitude Indicator

4) Magnetic Compass 5) Directional Gyro 6) Vertical Speed Indicator

a) 1, 2, 3, 4, 5

b) 1, 2, 4

c) 3, 4, 5, 6

d) 2, 5, 6

MC 2: Which if the following is NOT a flight instrument?

a) Altimeter.

b) Oil Pressure Gauge.

c) Attitude Indicator.

d) Magnetic Compass.

MC 3: The VOR and ILS are both __________ instruments.

a) radio

b) gyroscopic

c) system

d) navigation

MC4: Flight instrument use during Day-VFR flight should be:

a) restricted to the AI and DG.

b) very limited.

c) increased during busy phases of flight.

d) centered around the attitude indicator.

www.PilotEffect.com SECTION 2: THE PITOT-STATIC SYSTEM AND INSTRUMENTS – PAGE 11

SECTION 2

THE PITOT-STATIC SYSTEM AND INSTRUMENTS

Section 2-A: The Pitot-Static System Page 12

Section 2-B: The Altimeter Page 14

Section 2-C: The Vertical Speed Indicator Page 16

Section 2-D: The Airspeed Indicator Page 17

www.PilotEffect.com ANSWER KEY SECTION 2-A: The Pitot-Static System – PAGE 12

SECTION 2-A: THE PITOT-STATIC SYSTEM



PITOT TUBE:

A tube for sampling “ram” pressure or total pressure from the freestream airflow around the aircraft. The

Pitot tube is aligned with the opening perpendicular to the airflow, so that the movement of the airflow

effectively impacts the opening.

STATIC PORT:

An opening for sampling static pressure from the freestream airflow around the aircraft. The static port

is oriented with it's opening parallel to the airflow so that the movement of the air has a minimum impact

on the static reading.

RAM PRESSURE:

The pressure that occurs at the tip of the pitot tube due to the stopping of the airflow at that point (air

motion is converted into static pressure so that the ram presure includes this “dynamic” prssure along with

atmospheric static pressure).

SHORT ANSWER

SA 1: The plumbing lines attached to the Pitot tube are ( CLOSED ) so that the flow at the opening is

( STOPPED ) .

SA 2: The static port is oriented ( PARALLEL ) to the relative airflow.

SA 3: The three flight instruments connected to the Pitot-static system are the ( ALTIMETER ) , (

VERTICAL SPEED INDICATOR ) , and ( AIRSPEED INDICATOR ) .

MULTIPLE CHOICE

MC 1: The only instrument that uses total pressure from the is the .

a) static port, vertical speed indicator

b) static port, airspeed indicator

c) Pitot tube, vertical speed indicator

d) Pitot tube, airspeed indicator

MC 2: The purpose of both the static port and Pitot tube is to:

a) measure airspeed.

b) measure altitude.

c) sample pressure.

d) compare total pressure to static pressure.

www.PilotEffect.com ANSWER KEY SECTION 2-A: The Pitot-Static System – PAGE 13

MC3: The static port provides pressure readings to the:

a) airspeed indicator.

b) vertical speed indicator.

c) altimeter.

d) all of the above.

MC4: The function of the static port is to provide a means of:

a) measuring ambient static pressure.

b) measuring static loads on the aircraft.

c) providing static suction for gyro instruments.

d) measuring static stability.

www.PilotEffect.com ANSWER KEY SECTION 2-B: The Altimeter – PAGE 14

SECTION 2-B: THE ALTIMETER (ALT)



KOLLSMAN WINDOW:

The window on the altimeter face that displays the altimeter setting.

ALTIMETER SETTING:

A setting in the altimeter that allows us to compensate for pressure changes due to meteorological

phenomenon.

ANEROID CAPSULE:

A capsule in the altimeter (and other Pitot-static instruments) that expands and contracts with pressure

changes.

SHORT ANSWER

SA 1: As altitude increases, atmospheric pressure ( DECREASES ) , and the aneroid capsule in the altimeter

( EXPANDS ) .

SA 2: Set correctly, the altimeter displays altitude above ( SEA LEVEL ) .

SA 3: The altimeter in the figure is indicating an altitude of ( 4,600 FEET ASL ) .

MULTIPLE CHOICE

MC 1: The altimeter normally uses pressure sampled from:

a) inside an unpressurized portion of the cabin.

b) the static port.

c) the Pitot tube.

d) both (b) and (c).

MC 2: The altimeter setting changes because:

a) operating out of different airports results in different reference elevations.

b) aging of springs and mechanisms in the altimeter.

c) of changing meteorological conditions.


Figure SA-3.

www.PilotEffect.com ANSWER KEY SECTION 2-B: The Altimeter – PAGE 15

MC3: The altimeter setting is issued in units of either or , depending on where you are in the world.

a) “Hg, psi

b) “Hg, mb

c) mb, kPa

d) psi, mb

MC4: The altimeter works by measuring presented as altitude.

a) ram pressure

b) static pressure

c) dynamic pressure

d) ambient pressure

MC5: A sensitive altimeter:

a) has had a successful pitot-static check within the past 24 months.

b) is an altimeter with which you can correct for changes in barometric pressure.

c) has an error of less than ±50 ft at sea level.

d) none of the above.

www.PilotEffect.com ANSWER KEY SECTION 2-C: The Vertical Speed Indicator – PAGE 16

SECTION 2-C: THE VERTICAL SPEED INDICATOR (VSI)



VERTICAL SPEED:

The rate at which altitude is increasing or decreasing.

SHORT ANSWER

SA 1: The VSI in the figure is indicating a climb / DESCENT of ( 700 ) fpm.

SA 2: The pitot tube is / IS NOT used by the VSI. The static port IS / is not used by the

VSI.

SA 3: The VSI displays vertical speed in units of ( FEET PER MINUTE – FPM ) .

SA4: The VSI casing is vented to static pressure through a ( CALIBRATED LEAK ) .

MULTIPLE CHOICE

MC 1: In the VSI, the static pressure is vented into:

a) the aneroid capsule.

b) the instrument casing.

c) neither (a) or (b).

d) both (a) and (b).

MC 2: The VSI uses:

a) static pressure.

b) pitot pressure.

c) dynamic pressure.

d) both (a) and (b).

MC 3: Within the standard 6-pack, the VSI is located in the ( ) position.

a) bottom left

b) bottom right

c) top left

d) top right

MC4: The VSI actually measures and presents it as vertical speed:

a) dynamic pressure

b) static pressure

c) the rate of change of static pressure

d) the difference between static and dynamic pressure

Figure SA1

www.PilotEffect.com ANSWER KEY SECTION 2-D: The Airspeed Indicator – PAGE 17

SECTION 2-D: THE AIRSPEED INDICATOR (ASI)



RED LINE:

The red radial line is the never exceed speed, which is referred to as VNE

.

AIRSPEED:

The speed you are moving with respect to the air.

GREEN ARC:

The normal operating range. The lowest number on the green arc indicates the power off stalling speed

with the flaps and gear up. This speed is referred to as VS. The highest number on the green arc is the max

cruising speed for normal operation, and is referred to as VNO

.

SHORT ANSWER

SA 1: The airspeed indicator measures the difference between ( RAM ) pressure and ( STATIC )

pressure. This difference is the ( DYNAMIC ) pressure.

SA 2: VNO

is the ( NORMAL OPERATING ) speed, and is indicated at the bottom of the ( YELLOW )

arc.

SA 3: The red radial line of the ASI indicates the ( NEVER EXCEED ) speed.

MULTIPLE CHOICE

MC 1: At higher dynamic pressure:

a) there must also be higher static pressure.

b) the airspeed indicator will read lower due to the loss of static pressure.

c) the aneroid capsule of the ASI will expand further.


MC2: The high-speed end of the white arc on the airspeed indicator:

a) denoted the VFE.

b) coincides with the low-speed end of the yellow arc.

c) always denotes the maximum speed at which any flaps can be extended.

d) all of the above

www.PilotEffect.com ANSWER KEY SECTION 2-D: The Airspeed Indicator – PAGE 18

MC3: On an airspeed indicator, the low-speed end of the white arc should be at a speed than the low-speed

end of the green arc. Also, the high-speed end of the yellow arc should correspond to the .

a) lower, red radial line

b) lower, high-speed end of the green arc

c) higher, red radial line

d) higher, high-speed end of the green arc

www.PilotEffect.com ANSWER KEY SECTION 3: GYROS AND GYRO INSTRUMENTS – PAGE 19

SECTION 3

GYROSCOPES AND GYROSCOPIC INSTRUMENTS

Section 3-A: Gyroscopes Page 20

Section 3-B: The Attitude Indicator Page 22

Section 3-C: The Directional Gyro Page 24

Section 3-D: The Turn & Slip Indicator Page 25

Section 3-E: The Turn Coordinator Page 26

www.PilotEffect.com ANSWER KEY SECTION 3-A: Gyroscopes – PAGE 20

SECTION 3-A: GYROSCOPES



GYROSCOPE:

A spinning mass. Used to measure orientation and rate of change of orientation.

RIGIDITY IN SPACE:

The tendency for a gyroscope to remain oriented in space, so the spin axis will remain pointing in a

constant direction.

PRECESSION:

A behaviour of gyroscopes that follows from torquing the gyro out of it's plane of spin. If we apply a

torque to a gyro that drives it out of it's plane of spin, the momentum of the gyro reorients the torque by

90° in the direction of the spin.

RATE GYRO:

A gyro that uses precession to measure a rate of rotation.

GIMBAL:

A mechanical mount that allows the item mounted to rotate freely.

SHORT ANSWER

SA 1: Aircraft gyroscopes are powered by either ( VACUUM SUCTION ) or ( ELECTRICITY ) .

SA 2: Mounted in a freely rotating gimbal, the axis of a gyroscope will tend to remain ( ORIENTED, OR

POINTED IN THE SAME DIRECTION ) .

SA 3: Solid state gyroscopes in “advanced” avionics use ( VIBRATION ) instead of rotation.

SA4: The ( ANGULAR MOMENTUM ) of a spinning mass results in two very useful properties.

MULTIPLE CHOICE

MC 1: The power supply of a gyroscope will help it __________ despite __________.

a) maintain constant RPM, friction

b) remain pointed in the same direction, precession

c) maintain constant RPM, precession

d) remain pointed in the same direction, friction

www.PilotEffect.com ANSWER KEY SECTION 3-A: Gyroscopes – PAGE 21

MC2: The two features of gyroscopes that are used in flight instruments are and .

a) rigidity in space, steady spin

b) rigidity in space, precession

c) precession, steady spin

d) steady spin, apparent precession

MC3: A freely rotating gyro must have at least gimbal(s).

a) 2

b) 3

c) 4

d) 5

www.PilotEffect.com ANSWER KEY SECTION 3-B: The Attitude Indicator – PAGE 22

SECTION 3-B: THE ATTITUDE INDICATOR (AI)


Define or Describe the following terms in your own words.

HORIZON BAR:

The moving portion of the AI display that displayed both pitch and bank.

ROLL POINTER:

The pointer of the AI that is mounted to the instrument case / airframe in order to indicate roll/bank angle.

SHORT ANSWER

SA 1: The Attitude Indicator provides ( PITCH ) and ( BANK ) information.

SA 2: Most modern AI’s can maneuver through ( 360E ) of roll and ( 85E ) of pitch without tumbling.

SA 3: On the AI display, the ( SCHEMATIC AIRCRAFT ) and the ( ROLL POINTER ) are fixed to the

airframe.

SA4: In most light aircraft, the AI is powered by ( VACUUM SUCTION ) .

SA5: The AI gyro has a ( VERTICAL ) spin axis.

SA6: In light aircraft, the AI is normally ( VACUUM SUCTION ) powered.

SA7: The gyroscopic property used by the AI is ( RIGIDITY IN SPACE ) .

MULTIPLE CHOICE

MC 1: When in a banked attitude, pitch reference is maintained by comparing the to the horizon bar.

a) schematic aircraft wings

b) pitch pointer

c) dot at the center of the schematic aircraft

d) horizon

MC2: Most modern AI’s will tumble if we past ±.

a) roll, 85°

b) pitch, 85°

c) either (a) or (b)

d) both (a) and (b) simultaneously

www.PilotEffect.com ANSWER KEY SECTION 3-B: The Attitude Indicator – PAGE 23

MC 2: The schematic aircraft of the AI should be set before flight because of:

a) parallax error.

b) temperature changes.

c) gyroscopic precession.

d) apparent precession.

MC 3: The AI gyroscope spins in a plane with a axis.

a) horizontal, lateral

b) horizontal, vertical

c) vertical, lateral

d) vertical, horizontal

MC4: The attitude indicator is normally powered by an , and it cannot detect .

a) electric motor, bank

b) electric motor, yaw

c) engine-driven vacuum pump, bank

d) engine-driven vacuum pump, yaw

www.PilotEffect.com ANSWER KEY SECTION 3-C: The Directional Gyro – PAGE 24

SECTION 3-C: THE DIRECTIONAL GYRO (DG)



HEADING:

The direction the aircraft is pointed in, measured clockwise from North.

APPARENT PRECESSION:

Drift of the DG caused by the rotation of the Earth.

SHORT ANSWER

SA 1: The DG should be set off of the ( MAGNETIC COMPASS ) during ( EQUILIBRIUM ) flight.

SA 2: The DG looks similar to a ( VERTICAL CARD COMPASS ) , but is not ( MAGNETIC ) .

SA 3: The DG in most light aircraft is powered by the ( VACUUM PUMP ) .

MULTIPLE CHOICE

MC 1: The directional gyro:

a) must be initially oriented to Magnetic North, after which it will continuously point to Magnetic

North.

b) is always powered by the vacuum pump.

c) has no direct reference to Magnetic North.

d) is unaffected by the rotation of the Earth.

MC 2: The DG should be set:

a) upon engine start.

b) shortly after engine start and every hour thereafter.

c) shortly after engine start (at least before takeoff) and thereafter every 15 minutes or so.

d) before takeoff and immediately after every heading change exceeding 30E.

MC 3: The DG gyroscope spins in a plane with a axis.

a) horizontal, lateral

b) horizontal, vertical

c) vertical, lateral

d) vertical, horizontal

MC4: The Directional Gyro uses a(n) to determine the directional orientation of the aircraft.

c) magnetic sensor

d) precessed gyro

a) rate gyro

b) angle gyro

www.PilotEffect.com ANSWER KEY SECTION 3-D: The Turn & Slip Indicator – PAGE 25

SECTION 3-D: THE TURN & SLIP INDICATOR (TS)



RATE 1 TURN:

A turn at a rate of 3E/s, which is also 180E in 30 seconds or 360E/min.

SHORT ANSWER

SA 1: An alternate / slang name for the Turn & Slip Indicator is the ( NEEDLE & BALL ) .

SA 2: When the needle is pointing at a doghouse, the aircraft is turning at ( RATE 1 ) .

SA 3: In most light aircraft, the Turn & Slip Indicator is powered by the ( ELECTRICAL SYSTEM ) .

MULTIPLE CHOICE

MC 1: When an aircraft is placed in a banked attitude to the right, but a turn is prevented with opposite

rudder, the turn indicator of the Turn & Slip Indicator will indicate to:

a) the right.

b) the left.

c) center.

d) it depends on the position of the ball (i.e. – whether the aircraft is slipping).

MC2: The Turn & Slip Indicator is normally located in the of the standard 6-pack.

a) lower right corner

b) upper right corner

c) lower left corner

d) upper left corner

MC3: The turn & slip indicator uses the gyroscopic property of:

a) tumbling

b) precession

c) rigidity in space

d) steady spin

MC4: A “Rate 1" turn is a turn with a heading change rate of:

a) 1°/sec

b) 6°/sec

c) 180°/min

d) 360°/min

www.PilotEffect.com ANSWER KEY SECTION 3-E: The Turn Coordinator – PAGE 26

SECTION 3-E: THE TURN COORDINATOR (TC)



ROLL:

Rotation around the longitudinal axis, used to transition between different bank attitudes.

BANK:

The angle between the lateral axis and the horizon as seen from the front or rear.

SHORT ANSWER

SA 1: In addition to rate of turn, the Turn Coordinator indicates ( ROLL ) .

SA 2: The Turn Coordinator consists of a ( TURN INDICATOR ) and a ( BALL, OR INCLINOMETER ) .

SA 3: The marks below the centered marks indicate the wingtip positions for ( RATE 1 ) .

SA4: In the Turn Coordinator, the spring-loaded gimbal isn't aligned with the aircraft's longitudinal axis, instead

it's ( CANTED/INCLINED 30E ) .

SA5: The typical power supply for a Turn Coordinator in light aircraft is ( ELECTRICAL ) .

MULTIPLE CHOICE

MC 1: The intended advantage of the Turn Coordinator over the Turn & Slip Indicator is that the:

a) Turn Coordinator provides bank information to supplement the turn information.

b) Turn Coordinator is more precise.

c) Turn & Slip Indicator can tumble at large pitch angles.

d) Turn Coordinator responds earlier to the beginning of a turn.

MC 2: Turn Coordinator pitch indications:

a) are not provided.

b) are unreliable.

c) require the wings to be level.

d) none of the above.

www.PilotEffect.com ANSWER KEY SECTION 3-E: The Turn Coordinator – PAGE 27

MC3: The Turn Coordinator indication includes __________, and the Turn & Slip Indicator indicates

__________ only.

a) angle of bank, rate of turn

b) rate of turn, angle of bank

c) rate of roll, rate of turn

d) rate of turn, rate of roll

MC4: The schematic aircraft on your turn coordinator is displaying a left bank. Without cross referencing

other instruments, you can know that your aircraft is:

a) yawing left.

b) rolling left.

c) yawing and rolling left.

d) yawing and/or rolling left.

www.PilotEffect.com ANSWER KEY SECTION 4: OTHER FLIGHT INSTRUMENTS – PAGE 28

SECTION 4

OTHER FLIGHT INSTRUMENTS

Section 4-A: The Inclinometer Page 29

Section 4-B: The Magnetic Compass Page 30

www.PilotEffect.com ANSWER KEY SECTION 4-A: The Inclinometer – PAGE 29

SECTION 4-A: THE INCLINOMETER



SLIP:

A condition of flight in which the relative airflow is crossing the aircraft—it’s at an angle to the

longitudinal axis as seen from above.

COORDINATION:

A reference to the slip condition. Coordinated flight implies zero-sideslip and a rate of turn that

corresponds to the bank angle and airspeed. Uncoordinated flight implies a non-zero slip angle and a rate

of turn that does not correspond to the bank angle and airspeed.

SHORT ANSWER

SA 1: When the aircraft is in coordinated flight, the ball will be ( CENTERED ) .

SA 2: If, during a turn, the ball is deflected toward the low wing, the aircraft is in ( A SLIPPING TURN ) .

SA 3: The Inclinometer, also known as the ( BALL ) , operates on the balance of ( GRAVITY ) and (

CENTRIFUGAL FORCE ) .

MULTIPLE CHOICE

MC 1: During a skidding turn, the ball will be:

a) deflected toward the low wing.

b) deflected toward the high wing.

c) centered, provided the turn is coordinated.

d) deflected toward the inside of the turn.

MC 2: To return to coordinated flight from uncoordinated flight, you should:

a) step on the space.

b) step on the ball.

c) roll to the ball.

d) roll to wings level.

MC3: The inclinometer indicates:

a) coordination

b) yaw rate

c) yaw angle

d) rate of turn

www.PilotEffect.com ANSWER KEY SECTION 4-B: The Inclinometer – PAGE 30

SECTION 4-B: THE MAGNETIC COMPASS



LUBBER LINE:

The line that marks or indicates direction on a compass.

MAGNETIC DIP:

The inclination of the magnetic lines of force toward the poles.

COMPASS CORRECTION CARD:

A card used to record and display un-correctable compass errors due to deviation.

SHORT ANSWER

SA 1: Deviation is caused by ( METAL AND ELECTRIC COMPONENTS OF THE AIRCRAFT ) .

SA 2: Before completing the compass correction card, the compass should be ( SWUNG ) .

SA 3: The Compass aligns itself with (MAGNETIC LINES OF FORCE ) , which are oriented (

NORTH-SOUTH ) .

MULTIPLE CHOICE

MC 1: When using a Whiskey Compass:

a) indicated turn directions are reversed.

b) direction reference is taken from the lubber line.

c) reading should only be taken while in equilibrium.


MC 2: A key advantage of the Vertical Card Compass over the Whiskey Compass is:

a) better damping and reduced oscillations.

b) the absence of errors due to magnetic dip.

c) the elimination of the lubber line.


www.PilotEffect.com ANSWER KEY SECTION 4-B: The Inclinometer – PAGE 31

MC3: Compass dip becomes progressively worse as you:

a) move to areas of larger variation.

b) shut down more electrical equipment.

c) accelerate.

d) fly closer to the North or South pole.

MC4: Deviation is an error in the caused by .

a) track, magnetic dip of the compass.

b) magnetic compass, the different positions of true and magnetic North.

c) track, unanticipated winds or an incorrect correction for winds.

d) magnetic compass, magnetic interference by electric and metal parts of the aircraft.

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